Heart of England Classic Transport Club
On Sunday 25th July, I went to Bulkington WMC to visit the Heart of England Classic Transport Club. It was absolutely brilliant to see so many classics and so many characters who are passionate about their cars. There was a variety of motors and it was good to see so many people popping by to see the cars and discuss the history of the motors.
The club meet on a regular basis at the Griffin Inn on Coventry Road in Bedworth and everybody is welcome.
The dates of the upcoming meets are as follows
1900 – 2230 on the following Tuesdays 27th July, 10th August & 24th August 2010.
1130 – 1500 on the following Sundays 12th September, 10th October, 14th November & 12th December 2010.
If you’re in the area or you’re looking for an interesting trip out, pop in to the above meets, you’ll be made welcome and you’ll meet some real characters.
Pictures to be uploaded shortly.
Dawn
The History of Vincent HRD
Phillip Vincent was a determined man with firm ideas on how a motorcycle should perform, and more importantly, how a motorcycle should be built.
He had studied mechanical science at Cambridge University and had a poor opinion of many features of the contemporary machines.
In the 1920s, he built his first motorcycle. Like all others, it had rear suspension with a triangulated pivoted fork and the springs were mounted beneath the saddle to work against the upper frame. It had a Swiss Mag engine, a Moss gearbox, Webb forks and Enfield hubs.
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The History of Moto Guzzi
Moto-Guzzi is an Italian manufacturer that has endured from the industry’s infancy to its place today as the oldest European manufacturer in continuous motorcycle production. It is now one of seven brands owned by Piaggio.
The company was conceived by two aircraft pilots and their mechanic serving in the Corpo Aeronautico Militare during World War 1. The trio, Carlo Guzzi, Giovanni Ravelli and Giorgi Parodi envisioned creating a motorcycle company after the war. Guzzi and Parodi formed Moto Guzzi in 1921, Ravelli unfortunately died just days after the war had ended in an aircraft crash and is commemorated by the eagle’s wings that form the Moto Guzzi logo.
In the 50s, the company along with other Italian factories led the world of Grand Prix Motorcycle racing. With durable and lightweight 250cc and 350cc bikes, the firm dominated the middleweight classes. The factory won five consecutive 350cc championships between 1953 and 1957.
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History of Norton Motorcycles
1935 Norton TT Team
James Lansdowne Norton, was a remarkable man. He was born in Birmingham in 1869 and raised in a strictly religious middle class family. He was apprenticed to a toolmaker when he left school and was soon involved in making bicycle chains. Work was interrupted when he suffered a severe bout of rheumatic fever when he was 19. The attack was so bad that the doctor advised that a sea trip would be the best form of convalescence, and in 1888, he went to New York and back on one of the new Trans Atlantic liners.
The trip helped but he suffered ill health all his life which prematurely aged him and led him to be nicknamed “Pa” whilst still a TT competitor. His next milestone came in 1898, when he set up the Norton Manufacturing Company in Bromsgrove Street, Birmingham.
One of his friends was Charles Riley Garrard, a wealthy entrepreneur, who decided that the new craze was a potential money-spinner. At that time, the French were pioneers, and in 1902, Garrard concluded a deal to import Clement engines which he would build into bicycles and market as the Clement-Garrard.
Norton was soon building frames for Garrard and in November 1902 advertised the first Norton, called the Energette. It was claimed to be the “ideal doctors bike” and suitable for business, touring and racing.
In addition to building frames for Garrard, and his own Energette, Norton had been expanding the components side of the business. It was obvious that Norton had decided to diversify. The name Energette was dropped in November 1903 and this was the first hint that a larger machine was on its way.
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The History of BSA Motorcycles
BSA was founded in 1861, originally in the gun trade. They produced their first motorcycle in 1903 and their first motor car in 1907. They purchased Daimler in 1910.
World War 1 saw the company return to manufacturing arms and it greatly expanded its operations. They produced rifles, guns, shells, motorcycles and other vehicles for the war effort. After the war, BSA bought assets in Airco, however, they did not go into aviation.
By World War II, BSA had 67 factories. BSA operations were also dispersed to other companies under licence. During the war it produced over a million Lee-Enfield rifles, Sten sub machine guns and half a million Browning machine guns. Wartime demands included motorcycle production. 126,000 BSA M20 motorcycles were supplied to the armed forces.
BSA continued to expand the range of metal goods it produced. The BSA Group bought Triumph Motorcycles in 1951, making them the largest producer of motorcycles in the world. The cycle and motor cycle interests of Ariel, Sunbeam and New Hudson were also acquired.
The Group continued to expand throughout the 1950s but by 1965 competition from Japan and Europe was eroding BSA’s market share.
Reorganisation in 1971 concentrated motorcycle production at Meriden, with production of components and engines at BSA’s Small Heath. At the same time there were redundancies and the selling of assets and Barclays Bank arranged financial backing to the tune of 10 million.
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History of Indian Motorcycles
Indian Motorcycle
The Indian Motorcycle company is America’s oldest brand and was once the largest manufacturer in the world.
The company was founded by George Hendee and Carl Hedstrom, who produced a single cyclinder bike which proved highly successful.
The Scout and Chief V twins were introduced in the early 20s, and became the firm’s most successful models. Designed by Charles Franklin, the Scout and larger chief shared a 42° V twin engine layout. Both models gained a reputation for strength and reliability, which led to the saying “you can’t wear out an Indian Scout, or its brother the Indian Chief. They are built like rocks to take hard knocks’ it’s the Harleys that cause grief”.
Between 1962 and 1967, Burt Munro used a modified 1920s Scout to set a number of land speed records, as dramatised in the 2005 film The Worlds Fastest Indian.
The company is still producing motorcycles to this day.
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The History of Velocette Motorcycles
A family of motorcyclists built the Velocette and this showed through the design and quality of the manufacturing. That family was the Goodman’s, and three generations were to control the Hall Green firm over the years.
In the early 1920s, Veloce realised that in order to grow as a company, it needed a new machine of advanced specification and developed an overhead camshaft (OHC) 350 cc engine, known as the ‘K’ series, which was introduced in 1925.
By 1930, they had made their name in the TT with Junior wins in 1926, 1928 and 1929 using their OHC engine. The company introduced four-speed gearboxes in 1933 for the KSS and KTS models. However, there was a big gap between the small two-stroke and the sports camshaft models. To fill the gap, Velocette experimented with a side valve 350cc which lacked power and then came up with another classic, the 248cc MOV.
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The History of Ariel Motorcycles
The name Ariel was first used on a bicycle. James Starley teamed up with William Hillman in the early 1870s and among their first innovations was the wire spoked wheel and an all-metal lightweight frame. The company was based in Bournbrook, Birmingham.
By 1872, the pair went their separate ways. James continued with his cycles, winning races and setting speed records and eventually set up a business with his sons. Eventually in the late 1880s, Ariel Cycles became part of the Rudge-Whitworth concern, which was itself an amalgamation of a number of small cycle manufacturers, most notably the Rudge Cycle Co and the Whitworth Cycle Co.
A company known as Cycle Components Manufacturing acquired Ariel in 1897, and moved it into the Dale Road works, along with its core manufacturing business.
It was from here that the first motorised Ariel (a tricycle) was launched in 1898 and later, in 1901, the first Ariel motorcycle fitted with a Minerva 211cc engine was launched.
From here, Ariel progressed to large and medium single cylinders and on occasions V-twins, using mostly bought in engines, or engines manufactured under licence. These included MAG, JAP and AKD. The singles from 1910 were based on the 482cc White and Poppe SV. This engine was originally bought in, but was then made under licence up to 1926.
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The History of Thornycroft Trucks
The era started in 1862, when John I Thornycroft designed a steam car. Two years later, he formed the Steam Carriage and Wagon Company, with works at Chiswick, London. However, the project ceased due to over-zealous legislation for road vehicles, and Thornycroft took up shipbuilding, also at Chiswick.
Thornycroft took up road vehicle work again in 1895, whilst continuing with his shipbuilding and marine engineering business, and built his first steam vehicle at the Chiswick works. The Thornycroft Steam Wagon Company of Chiswick put steam lorries and vans into production, and a new factory was set up at Basingstoke, Hampshire in 1898, to meet demand. The following year, Thornycroft steam wagons were supplied to the Army for the first time and London’s first powered bus was a Thornycroft steam double decker.
In 1901, 3 ton steam lorries were ordered by the Government and handed over to the Army. Attracted by the possibility of orders and a £500 prize for the winning vehicle, several firms, including Thornycroft, entered a War Office competition held at Aldershot for the best type of powered vehicle for military use. The winner was Thornycroft’s steam lorry Manufacturer’s No 99 which was followed in second place by a Foden lorry – also steam driven
The first Thornycroft motor vehicle was introduced in 1902, a commercial vehicle with a 4 ton load capacity.
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The History of Matchless Motorcycles
For a while, Matchless were the largest motorcycle maker and from the turn of the century, the Collier Brothers were involved in powered two wheelers. Both Harry and Charlie Collier believed in competition, and before World War 1, the marque was well established. The company’s premises were in Plumstead, South East London, and were well removed from the Midlands centre of the industry, but this seemed to have little effect on their prosperity.
At the start of the 1930s, the company had a range of singles much as any other manufacturer, plus a big V-twin for sidecar work. They also had the new Silver Arrow, which was kept under wraps until the last minute. The problem was that enthusiasts would clamour for advanced developments and sophistication but would never purchase it. Fortunately, Matchless continued with their line of straight forward machines which sold well and kept them solvent.
The Silver Arrow had been a focus of interest when it was first shown, and within 12 months, the company unveiled a machine with a four cylinder overhead camshaft engine at Olympia. It was called the Silver Hawk.
The 1934 range was slimmed down a little, and among the casualties was the Silver Arrow, D, D/5, D/6, D6 and D7. The mudguard beading was changed to a gold line in 1935 and a change to chrome plated wheel rims reflected the move away from the economies of the depression years. In April 1935, an important new model was announced which was to set the style and format for the range from then on. The new G3 was known as the Clubman. It had a vertical cylinder and used the trusted 69 x 93 mm dimensions to obtain 348cc. It had an OHV, a magneto tucked behind the engine and a dynamo beneath that, where it was chain driven from the crankshaft.
During the 1930s, Matchless supplied engines to Brough Superior, Calthorpe, Coventry Eagle, OEC and OK Supreme.
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